Vehicle brake



Oct; 22, 1940. c, MOCUNE 2,218,614

VEHICLE BRAKE Fil ed Aug. 19; 1958 a Sheets-Sheet 1 FFQI.

2 K INVENTOR- JOSEPH QMeGUNE ATTORNEY Oct. 22, 1940.

J. C. MCCUNE VEHICLE BRAKE Filed Au 19.' 1938 s Sheets-Sheet 2 J. C. M CUNE Oct. 22, 1' 940.

VEHICLE BRAKE I Filed Aug. 19, 1938 8 Sheets-Sheet 12f ENVENTOR 1 JOSEPH CJVTQCUNE ATTORNEY Oct. 22, 1940.

J. C. M CUNE VEHICLE BRAKE Filed Aug. 19. 1938 s Sheets-Sheet 4 INVENTOR JOSEPH C Mc. CUNE ATTORNEY J'. C. M CUNE Oct. 22, 1940.

VEHI OLE BRAKE Filed Aug. 19 1938 8 Sheets-Sheet 5 INVENTOR v JOSEPH CJMCCUNE ATTORNEY J. c. MCCUNE VEHICLE BRAKE Oct. 22, 1

Filedukug. 19, 1938 8 Sheets-Sheet 7 ORNE Patented Oct. 22, 1940 UNITED "STATES.

PATENT OFFICE VEHICLE BRAKE Application August 19, 1938, Serial No. 225,785

54 Claims. (01. 188-58) This invention relates to brake mechanisms for vehicle wheels and more particularly to the friction disc type for use in braking the wheels of railway vehicle trucks; the present application being a continuation in part of my pending application Serial No. 185,179, filed January 15, 1938,

' now Patent No. 2,174,404, dated September 26,

One object of the present invention is to provide an improved brake mechanism of the above type adapted to be disposed between and supported by the wheels of a wheel and axle assembly of a vehicle truck and having a direct braking connection with the wheels of such assembly.

Another object of the invention is to provide an improved disc brake mechanism adapted to be carried by the wheels of a wheel and axle assembly of a vehicle truck and embodying a plu-- rality of interleaved rotatable and non-rotatable friction braking elements disposed at the opposite sides of and having a direct operating connection with a fluid pressure operated brake cylinder assembly through the medium of which the operation of said elements to brake said wheels is adapted to be controlled. Another object of the invention is to provide a disc brake mechanism having improved means for defining the normal or brake release positionsof the braking elements in which positions the non-rotatable friction braking elements are disengaged from the rotatable friction braking elements. I

Another object of the invention is the provision of a disc brake mechanism adapted to be secured directly to and thus carried by the wheels of a wheel and axle assembly of a vehicle truck and embodying improved means for minimizing vibration of the braking elements relative to the,

structure for applying an equalized, substantially.

uniformly distributed braking pressure to the braking elements in order to minimize heating of the elements due to braking and also to provide 55 for long life of the elements.

Another object of the invention is to provide an improved disc brake mechanism the braking v elements of which are open to the atmosphere and so arranged that air currents incident to movement of the vehicle are adapted to effect the 5 dissipation of heat therefrom.

Another object of the invention is to provide an improved disc-like braking unit having oppositely disposed friction braking surfaces and so arranged that air currents created by movement of the vehicle are adapted to flow between said surfaces for dissipating-heat from the unit.

A still further object of the invention is to provide means for creating a forced new of air between the braking surfaces of the disc brake ele- 15 ments in order to provide for cooling and efllclent braking operation thereof, and also for maintaining the braking surfaces of said elements free of particles of torn metal or the like so as to provide for a most intimate contact between the braking elements during braking and thereby obtain the most efficient braking of the vehicle wheels.

Astill further object of the invention is to pro-. vide a relatively simple, compact disc brake 25 mechanism which will have relatively long life and which is relatively-inexpensive to .manufacture, which is readily applicable to wheel and axle assemblies of railway vehicle trucks, and

' which is readily accessible for inspection, adjust- 3o ment and repair.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Fig. 1 is a plan 35 view, partly in section, of a disc brake mechanism embodying the invention and shown associated with a portion of a railway vehicle truck; Figs.

2 to 5 are sectional views taken on the lines 2-4,

3-3, -4 and 5-5 in Fig. 1; Fig. 6 is a sectional view taken on the line 66 in Fig. 3; Fig. 7 is a; sectional view of a portion of the mechanism shown in Fig. 6 and showing a modified form of securing means; Fig. 8 is a sectional view taken on the line 8-8 in Fig. 5; Fig. 9 is an isometric view of one-half of a non-rotatable braking element or brake shoe embodied in the mechanism shown in Fig. 1; Fig. 10 is a view on an enlarged scale of a portionof a non-rotatable braking element shown in Fig. 9 but showing the 5 tion of a railway vehicle truck showing associated in oppositely disposed ,relation therewith, certain elements of the improved disc brake mechanism shown in Fig. 1; and Fig. 15 is a sectional view taken on the line 5| 5 in Fi 1 Description of parts The improved disc brake mechanism is shown associated with a railway vehicle truck which, as shown in Fig. 14 for the purpose of illustration, comprises a truck frame 20 supported on an axle 2|. A rigid tube 22 surrounding and spaced from axle 2| is provided at its opposite endswith outwardly flaring, frusto-conical shaped portions rigidly secured in any suitable manner to a pair of oppositely disposed railway vehicle wheels 23 adapted to roll on rails 24. A roller bearing 25 supports each end of the tube 22 and the associated wheel 23 from the axle 2|. The tube 22 constitutes a rigid structure adapted to rigidly hold the wheels 23 in proper spaced, operating relation. The tube 22 is also adapted to rotate with the wheels 23 in concentric relation therewith. and to'carry the disc brake mechanism embodying the invention and to transmit braking force from said mechanism to wheels 23 for effecting braking thereof in a manner later described.

The truck frame 29 comprises the usual side members 26 supported from the axle 2| outside of the wheels 23 and connected together by the usual transversely extending end members 21 and transoms 28.

Only certain portions of the vehicle truck frame are shown, in somewhat diagrammatic form, in the drawings, but this showing is adequate to a clear understandng of the invention.

The improved disc brake mechanism comprises two oppositely disposed, spaced sleeve- 1ike'elements 29 clamped around the tube 22 between and preferably equally spaced from the wheels 23. Each. of the elements 29 is provided at its inner end with, preferably, four equally spaced radial arms 30 joined together at their outer ends by a ring-like bolting flange 3| which is in concentric relation with tube 22, while at the outer end of each of the elements 29 there is provided an annular bolting flange 32.

Each of the sleeve-like elements 29 is preferably made in two, oppositely disposed complementary sections for application to the tube 22, the line of division between the two sections bisecting two of the oppositely disposed arms 30. Bosses 33 are provided on each of the two halves of each of the elements 29 to receive bolts 34 for rigidly clamping the two halves together and to the tube 22. Between the arms 30 suitable set screws 35 are secured in the sleeve-like elements 29 by screw-threaded engagement and extent into suitable bores in the tube 22 for holding the sleeve-like elements 29 against turning relative to said tube.

The inner bolting flanges 3| of the two sleeves 29 are rigidly connected together by four torque rods 36 which are arranged parallel to the axis of the tube 22 and which are equally spaced around said tube. Each of the rods 36 is rigidly secured at its opposite ends to bosses 31 extending inwardly from the bolting flanges 3|, the connection between each end of said rod and each boss 31 constituting a nut 38 having interiorly a screw-threaded connection with the end of the rod and having exteriorly a screwthreaded connection of the same pitch with the respective boss 31. A pin 39 is secured in each of the nuts 38 and extends through a slot in the end of the rod 36 secured in said nut for holding the nut against backing out of the boss 31. It

will be noted that the nuts 38 rigidly connect the four rods36 to the sleeve-like elements 29 and thereby to the vehicle wheels 23.

Each of the sleeves 29 is provided between the bolting flanges 3| and 32 with an annular bearing upon which is journalled a support member 4|! having two, oppositely disposed, radial arms 4|.

A boss 49 having a bore parallel to the axis of tube 22 is provided at the end of each of the arms 4|, and extending into these bores for support by said arms are the ends of two bars 42.

The bars 42, are disposed diametrically opposite each other at opposite sides of the tube 22 and are arranged parallel to but at a greater distance from the axis of said tube than are torque rods 36.

A resilient bushing 43, made of any desired material such as rubber, is disposed in the bore in the end of each of the arms 4| around the end of the bar 42 therein and is clamped around the bar, in a manner to be later brought out, for securely but resiliently supporting the ends of the bars 42.

Each of the bushings 43 is relieved intermediate its ends preferably by providing an annular groove 44 in the exterior surface thereof, so that as said bushings are clamped around the ends of the bars 42, the end portions of the bushings are permitted to give or expand inwardly of the bores in arms 4| as well as outwardly, so as to thereby insure gripping contact between each of said bushings and two spaced portions of the ends of the bars, the purpose being to securely support the bars in a substantially right angular position with respect to the arms 4|, or in other words to provide a substantially rigid connection between the arms 4| of the two supporting members 49.

' Each of the support members 40 is formed in two complementary sections to facilitate mounting thereof on sleeves 29. These sections are rigidly connected together by bolts 45 along a line of division bisecting the central journal portion of the member, the arms 4| andthebosses 49 at the end of said arms, and as these sections are drawn together by the bolts "5, the rubber bushings 43 are clamped around the bosses 42 as above described.

The central bearing portion of each of the support members 40 is lined with a self-lubricating bearing 46 for engagement with the bearing on the respective sleeve 29. Each of the bearings 46 is made in halves mounted in the halves 1 of the respective support members 40 and secured against rotation therein in any desired manner, such as by means of keys 41 provided at the opposite ends and interlocking in suitable recesses in the end of the halves of the supportmembers. A dust guard 48, made of felt or the like, is provided in suitable recess at each side of the bearings 46 in the support members 40 and engages the sleeves 29 to keep dirt or other foreign matter out of the bearings between the support members and sleeves.

The arms 4| radiating from the-central bearing portion of the support members 40 and connected to the bosses 49 at the ends thereof are in cross-section of substantially I beam configuration. Each of the arms 4| comprises top and bottom flanges 59 so arranged as to resist distortion of the arms in a direction of the length of the tube 22, and connected together by a web structure for resisting distortion of the arms 4| in the direction around the tube 22, said web structure comprising an unbroken central portion 5| extending lengthwise of the arms for providing contact between the halves of the arms throughout their length at their line of division; the centralportion of the web beingconnected to the flanges 50 by relatively thin web arms 52 between which, each of said flanges is supported on its inner face by a relatively shallow strengthening rib 53. Along the central portion 5| of each of the webs suitably spaced, outwardly extending bosses 54 are provided for receiving the 'bolts 45, the bosses being so arranged that those on one half of the support member engage those on the other half when the two'halves are secured together, so as to provide a rigid connection between the halves. Due to this I beam configuration of the arms 4| of support members 46, said members are relatively light in weight, as is very essential in the design of mechanism for A attachment to railway vehicles, and also are exceedingly strong and rigid in order to securely hold the parts of thebrake mechanism, to be later At the opposite side of the tube 22 the flanges- 55 at the ends of the arms are rigidly connected by bolts 58 to the opposite, outturned ends of a substantially U-shaped channel like element 59. The central portion of the element 59 is disposed between two jaws 60 of a torque element 6| which is-secured in any desired manner, as by bolts 62, to any suitable non-rotating part of the vehicle truck, such as transom 28. Through the medium of torque element 6| and channel element 59, the support members 46, bars 42 and other parts of the brake mechanism carried by said bars and to be later described, are adapted to be held against turning with the wheels 23 at all times. 36 secured in the" bolting flange portions 3| of said sleeves are adapted to turn with wheels stantially semi-circular sections to permit ap-' pl'ication thereof around the rods 36 against the bolting flanges 3| and are provided with cut outv portions for bridging said rods, as clearly shown in Fig. 3 of the drawings.

Each of the torque rods 36 is provided adjacent both threaded ends with a cylindrical bearing portion66 of at least as great diameter as the threaded ends of the rods, and adjacent this cylindrical portion at each end is another cylindrical portion 61 of slightly greater diameter and which terminates at its inner end in an annular shoulder '68 of still greater diameter; it being noted that an annular shoulder 69 is also formed at the junction of each of the two cylindrical portions 66 and 61.

Between the rotatable elements 63 and adjacent each there are provided two, annular,

However, the sleeves 29 and rods in concentric relation therewith, with theretatable elements 1| disposed between the elements 63 and 12. 2,

Each of the rotatable elements 1| is provided with four inwardl'yextending cars 13 slidably mounted on the cylindrical portions 66 at one end of the torque rods 36, while each of the elements "12 is provided with similar ears 14 slidably mounted on the cylindrical portions 61-.at one end of said rods. A release spring 15 is interposed between the inner end of each nut 38 and the ears 13 on the adjacent rotatable ele-. ment 1| for urging said element into engagement with the shoulders 69, while another release spring 16 is disposed between the ears 13 and .14

on the rotatable elements 1| and 12 for urging the elements 12 into engagement with the shoulders 68. It will be noted that the springs 15 and 16- encircle respectively the cylindrical portions 66 and 61 of the rods 36.

Each of the rotatable braking elements 1| and 12 is also made in two complementary, substantially semi-circular, oppositely disposed sec.- tions which are rigidly .secured together in abutting relation by means of U-shaped clips 18 which fit over the abutting ends of the sections and which are secured to the sides thereof by' bolts 19., These clips are provided for holding the two sections of the rotatable brake elements in operating alignment with each other and against rattling while the brake mechanism is in its brakes released condition, which will be later described, and are also adapted to act in case of breakage of any of the support ears 13 or 14 to hold the sections in their operating condition for thereby preventing damage to the mechanism.

. A plurality of equally spaced slots 89 are provided radially across'the adjacent faces of each of the two rotatable brake elements 63 and across both of the opposite faces of the rotatable brake elements -1| and 12, for reasons which will be later brought out.

The two bars 42, which are preferably made from tubing in order to keep down the weight of the mechanism, are each provided mid-way between their ends with an annular groove having oppositely disposed side walls or shoulders 8|, and at either side of said shoulders, each bar is provided with three cylindrical bearing portions 82, 83 and 64 of different diameters stepped down in the direction of the ends of said bar.-. A shoulder or stop 85 is thus. formed at the junction of each of the cylindrical portions 62 and 83, while another shoulder or stop 86 is formed at thejunction of each of the cylindrical portions 83 and 84.

Encircling the torque rods 36 between the'bars 42 and in concentric relation with the tube 22 is an annular brake cylinder device 81 comprising upper and lower complementary sections 88 and 89.. Each of these sections is provided at its opposite ends with outwardly extending portions 90 adapted to fit on the bars 42 between the shoulders BI, and bolts 9| are provided through the adjacent portions 90 of the two sections at each side of bars 42 for rigidly securing said sections to said bars in end to end abutting relation between the shoulders 8|. which act to prevent movement of the device in either direction lengthwise of said bars.

At each side of the brake cylinder device 81 there are provided three annular, non-rotatable friction brake elements or discs 95, 96 and 91 in concentric relation with and interleaved respec- II "and the rotatable brake elements II and 03. Each of the non-rotatable brake elements 95 is lnade up of upper and lower complementary, substantially semi-circular sections 98 and 99 each of which sections comprises a relatively thin backing plate I00, preferably made of sheet steel, and a semi-circular brake shoe IOI arranged for frictional engagement with the adjacent face of the rotatable brake element I2 and preferably made of cast iron rigidly locked to said plate in a manner to be later described.

. Each of the backing plates I00 is provided at its opposite ends with support portions I 02 extending slightly past the bars 42 and provided with semi-circular recesses adapted to slidably fit over the cylindrical portions 82 of said bars. The adjacent ends of the portions I02 of the two backing plates I00 in each of the non-rotatable brake elements 95 are rigidly secured in abutting relation by plates I03 secured thereto by bolts I04. Each of the plates I03 has a bore aligned with the semi-circular recesses in the backing plate sections and having a sliding fit on the cylindrical portions 82 of the bars 42.

Each of the non-rotatable braking elements 96 is made up of two braking elements, like the nonrotatable elements 95, but arranged back to back with the brake shoes IOI on the outer faces for engagement with the adjacent faces of the two rotatable brake elements I2 and II. The two backing plates I00 of each of the non-rotatable elements 96 are secured by bolts I04 to. the opposite faces of two spacer plates I05 which are provided with bores aligned with semi-circular recesses in the extended end support portions I 02 of the plates and having a sliding fit on the cylindrical portions 83 of the bars 42.

The non-rotatable elements 9I are identical to the non-rotatable elements 96 except that the bores in spacer plates I06, to which the backin plates I00 are secured, and the semi-circular recesses in the end portions I02 of said backing plates are ofsuch size as to have a free sliding -fit on the cylindrical portions 84 of the' bars 42.

'All of the semi-circular sections which go to makeup the non-rotatable brake elements 95, 90 and 91 areidentical, in construction, except for the diameter of the recesses in the end portions I02 thereof. The preferred structure of each of these sections is shown in detail in Figs. 9 to 12 of the drawings from which it will be noted that the shoes -IOI are made in a plurality of sections. I09 secured to the backing plate I00 by spaced integrally formed rivet like projections IIO.

The adjacent ends of each two shoe sections I09 are arranged at an angle to the radius of the element to avoid any possibility of interlocking with the sidewallsof the slots in the adjacent faces of the rotatablebraking elements I2, II

or .63, f and are also spaced slightly apart as by slots III to minimize warping of the backing plates I00 during the process of manufacture,

. which will now be described.

Each of the backing plates I00 is punched from sheet steel to the desired size and shape and then provided with a plurality of punched holes H2 located and spaced in predetermined relation throughout the length of the plate.

The punching of the holes H2 provides holes, as is well known, which are of larger diameter at the side of entry of the punch than at the opposite side and which have a slight radius at the edge of larger diameter, both of which features are important factors in rigidly securing the shoe sections I09 to the backing plates I00, as will be now described.

The shoe sections I09 are cast from iron directly on to each backing plate I00. After the mold is made for molding the shoe sections I09 and rivet like elements IIO on to the backing plate I00, the backing plate is placed into the mold with the smaller ends of the punched holes H2 at the side upon which the shoe sections are to be cast.- The cast iron is then poured into the mold to form the shoe sections on the one side of the plate and from that side flowsthrough the holes 2 to the opposite side to form the button like rivets H0.

When the molten cast iron strikes the relatively cool backing plate I00, the backing plate expands and moves in the mold relatively to the cast iron in the mold cavities at the two sides of the plate and during this expansion shears part way through the base portions of the buttons IIO, which are still in a plastic state. This shearing action provides the majority of the buttons IIO with a substantially semi-circular shoulder II3 which laps over the backing plate I00, as shown, slightly exaggerated for the purpose of clarity, in Figs. 10 to 12 of the drawings. In addition to these shoulders H3, the portion of the buttonv ence in the coeflicient of expansion of the two metals comprising the backing plate and shoe sections is taken advantage of in locating the punched holes H2 in the backing plate, so that the slight movement of the one metal relative to the other upon cooling will eifect a high degree of binding between the button like rivets H0 and .the side walls of holes H2 in the steel plates I00,

in various directions relative to the shoe sections. This binding action in conjunction with the locking action of the taperedrivets I I0 and the shoulders H3 formed on the ends thereof secure the shoe sections I09 to the backing plate so tightly as toprovide in efiect an integral structure.

By making the shoe IOI in a number of spaced sections I09 as above described, warping of the backing plate I00 and consequently of the shoe, which would otherwise occur, is avoided.

After the sections of the non-rotatable elements are made, as just described, the cast faces of the shoe sections I09 are ground in order to remove surface irregularities or the like thereon, while the ends of the rivet like buttons H0 are ground ofi to a predetermined length measured from the backing plate I00.

The ends of the rivet like buttons IIO are ground ofi as just described for two reasons. One reason is that in each of the non-rotatable *elements'95 certain of these buttons IIO are arranged to engage certain spaced portions of the opposite sides of the brake cylinder device 8'! for defining the release position of said elements. Another reason is that in the non-rotatable elements 96 and 91 the buttons 03in the two backing plates 00 making up these elements, engage each otheriso as to support the oppositely disposed brake shoes IOI against collapse when subjected on .their outer faces to braking pressures, as will be hereinafter described. With the brake shoes IOI and backing plates I of the non-rotatable elements 96 and 91 thus supported in spaced relation, a relatively free circulation of air is permitted between the two backing plates I00 thereof, as a vehicle carrying the brake mechanism is moving along a track, and this prevents the transfer of heat, incident to braking, between said brake shoesv and also carries away said heat and thus maintains the temperature of said brake shoes at a sufficiently low degree to provide eflicient braking. Whenmolding the brake shoe'seotions I09 on to a backing plate I00, the cast iron becomes chilled and therefore very hard throughout substantially its entire thickness due to the contact with the relatively cold backing plate, and this provides a shoe structure which will wear for a long period of time.

The non-rotatable braking elements 95, 96 and 91 are somewhat more expensive to manufacture than the rotatable. braking elements I2, 1| and 63, in view of which it might be desirable that said rotatable elements be softer than said nonrotatable elements so that said non-rotatable elements will have'as long a life as possible consistent with eflicient braking. If the rotatable braking elements were thus made of a softer cast iron than the brake shoe sections I09 of the non-rotatable braking elements it will be evidentv that said rotatable braking elements will have to be renewed from time to time as they become worn out, without, however, renewal of the nonrotatable elements being required. If desired, however, the brake shoe sections-I09 on the nonrotatable braking elements may be made softer than the rotatable braking elements so that said non-rotatable elements will wear out first and require renewal.

For urging the two non-rotatable elements 95 to their brake release position against the opposite sides of the brake cylinder device 81, said elements are connected together both above and below both bars 42 by tension springs H5.

The opposite ends of the springs II may be secured to the non-rotatable elements 95 in any desired manner, but for the purpose of illustration each spring is provided on both ends with a hook like portion which extends through suitably aligned openings in the extensions I02 of the backing plates I 00 and the, plates I03 secured thereto.

Each of the spacer plates I05 at the opposite ends of the non-rotatable braking elements 96 is provided with an outwardly extending ear II6 having at its end an opening to receive the hooked end of a release spring I" one of which is provided outside of each of the bars 42 connecting the adjacent ears II6 of the two nonrotatable braking elements 96 for urging said elements to their release position defined by engagement thereof with the shoulders 85 provided on the bars 42. the cylindrical portion 84 at both ends of the bars 42 is interposed between the ends of the non-rotatable braking elements 91 and the adjacent rubber bushings 43 for urging said elements to their release position defined by the engage- A release spring II8 encircling eral brake cylinders I I9 in the two sections of g the brake cylinder devices are equally spaced radially around the tube 22 and each is provided with a through bore opening at the opposite sides of the brake cylinder device, the axis of the several cylinder bores being parallel to the axis of the tube 22 and in alignment with the non-rotatable elements 95 midway between the inner and outer peripheries of said elements.

The several brake cylinders II9 are rigidly secured in spaced relation by a suitable annular, transversely extending web I20 connected to the inner portions of the cylinders and by vertical webs I2I connecting the mid-portions of said cylinders and the end' cylinders of each section of the brake cylinder device to .the outwardly extending end portions 90 thereof.

Two oppositely disposed brake cylinder pistons I22 are disposed to operate in the bore of each brake cylinder II9. Each of the brake pistons I22 comprises a backing plate I23 having a free sliding fit in the piston bore and having centnally on its inner face an inwardly extending stud portion I 25. A flexible, ring-like packing cup I24 is mounted over the stud portion I25 on each piston and is clamped between the backing plate I23 and a ring-like follower plate I26 by a nut I21 screwed on to the stud portion I25.

The stud portion I25 of one piston is provided with an axial extension I28 of reduced and tapering section adapted to be loosely received in a similarly shaped recess in the stud portion I25 of the other piston, and both of said stud porrtlons and said axial extensions are provided with axial bores in which there is disposed a tube I29. One end of the .tube I29 is pressed into the piston with the axial recess, while the opposite end has a neat sliding fit in the axial bore in the other piston; the purpose of the tube being to support both of the pistons I22 against binding in the cylinder bore during operation, which will be later described.

Each of the pistons I22 is provided at its outer face with an axial piston stem I30 the end of which is rounded and adapted to engage the backing plate I00 on the adjacent non-rotatable braking element 95 between the button-like rivets IIO, said rivets being so arranged as to insure direct contact between the several piston stems I30 and the adjacent backing plates I00.

' The outer faces of the several brake cylinder piston bores, while between each pair of said pistons there is provided a pressure chamber I3I to which fluid under pressure is adapted tobe supplied for effecting an application of the brakes and from which fluid under pressure is adapted to be released for effecting release of the brakes, in a manner to be later described.

Each of the tubes I29 is provided with a breather hole I32 outside of the section pressed into the one piston and connecting the interior of the tube to the pressure chamber I3I so that the pressure within the tube may at all times equalize with that in said chamber whereby the one piston having a. sliding flt onsaid tubeis always free to move relatively thereto.

The pressure chambers I3I in the several brake cylinders II9 are all open to an annular passage I33 which completely encircles the brake cylinder device 81' through a portion at substantially the junction of the transverse web H9 and the vertical webs I20. This passage I33 is provided in each of the brake cylinder device sections 00 and 33 by a semi-circular piece of tubing I 34, preferably made of copper and cast in place at the time of molding the brake cylinder sections.

At each end of the two sections of the brake cylinder device there is provided around the end of the tube I34 an annular recess adapted to'receive a ring-like gasket I35 which upon securing the two sections of-the brake cylinder device together is squeezed between said sections and around the adjacent ends of the copper tubes I34 for eflfecting a leak proof seal between said sections and tubes. The ends of the copper tubes I34 preferably extend through the central openings in the gasket I35 into substantial abutting relationship so as to prevent said gaskets being displaced inwardly and thereby closing or restricting communication through passage I33 between the two tubes I34. It will be noted that during the process of molding the brake cylinder sections on to the tubes I34, a tight, leak-proof joint may not be obtained between the tubes and the cast metal encircling same; however, this is immaterial since leakage will be efiectively prevented from the interior of the tubes to the atmosphere by the gaskets I35 at the ends of the tubes. In other words, the'tubes I34 provide a novel and convenient way of obtaining the pasnge I33 above described and it is not even essential that a leak-proof joint be provided between the exterior of said tubes and the cast metal encircling same:

After the metal forming each section of the brake cylinder device is cast on to the tubes I34, said tubes extends into each of the bores in which the brake cylinder pistons I22 are adapted to opare cast the bores in which the brake cylinder pistons I22 are adapted to operate are machined and dining this machining operation. the portions of the tubes extending into the piston bores is machined away so as to thereby provide a fluid pressure connection between the passage I33 within the tubes I34 and the interior of the several brakecylinder piston bores, it being noted that the sections of tubes I34 are so located as to be opened to the several piston bores midway between the ends thereof.

Between one adjacent pair of brake cylinders H3 in each of the two sections 33 and 33 of the brake cylinder device, the web I2I is provided on either .side with an enlargement I 36, as clearly shown in Fig. 6 of the drawings. A port I31 is drilled through these enlargements and the adjacent side wall of the copper tube I 34 to the interior of said tube in either one or both of the two sections 33 and 33 making up the brake cylinder device 31. The outer end 'of this port I31 is preferably provided with screw-threads adapted to be connected to one end of a flexible hose or pipe (not shown) which leads to the brake cylinder connection of an air brake control valve device (not shown). If desired, only the enlargement I36 in the section of the brake cylinder device which it is desired to connect up to the air brake control valve device may be provided with the drilled port I31, however, in case the port I31 is drilled in the enlargement I36 of both of the brake cylinder sections, the one not connected up to the air brake valve device, may be plugged.

Assembling of brake mechanism One method of assembly of the vario pa t rods '33 are secured in place.

of the improved brake mechanism above described to a vehicle truck is as follows. 1

First, the two halves of the two sleeve-like elements 23 are-mounted around the axle tube 22 and secured together by bolts 34 in the proper, oppositely disposed spaced relation with the openingsfor the torque rod nuts 33 in one of the sleeves properly lined up with those in theother sleeve for reception of the torque rods 36. The set screws 35 may next be applied or their application may be deferred until after the torque In veither case, after the sleeve like elements 23 are properly located on the tube 22, holes are drilled in the tube 22 through and in linewith the set screw openings already-provided in the sleeve-like elements 23, and then the setscrews 35 are applied to said elements with the noses of the screws projecting into the bores provided in the tube 22. The set screws then act as hereinbefore described to securel'y hold the sleeve-like elements 23 against turning on the tube 22.

12 and H and release s rings 13 and 15 are next assembled between the sleeve-like elements 23. In order to effect this assembly, the upper or lower halves of the rotatable brake elements 12 and 1| and the release springs 13 and 15 are assem'bled in the proper order on two of the rods 33. This assemblage of parts is then inserted at an angle between the flanges 3I of the two sleevelike elements 23, threading. the leading ends of the two'rods 36 through the openings. for nuts 33 in the adjacent sleeve-like element, after which saidrods are pushed into said openings until the opposite ends of the rods clear the inner surface of the opposite sleeve-like element 23. The opposite ends of the rods 36 are then moved into alignment with and inserted into the openings for nuts 33 in the adjacent sleevelike elementr If desired, the springs 15 nei not be mounted on the rods 33 until after said rods are assembled to the sleeve-like elements 23 as just described, in which case said springs will be applied over the ends of said rods through the openings for nuts 33. The other two torque rods 33, having mounted thereon in the proper order theother halves of the rotatable brake elements 12 and II and the other release springs 16 and 15, are then mounted in a like manner between the sleeve-like elements 23 opposite to the assemblage above described.

After the rods 33 carrying the rotatable braking elements H and 12 and the release springs I15 and 16 are thus assembled in place between the two sleeve-like elements 23, the nuts 33 are applied to the opposite ends of said rods and screwed up until an annular shoulder I33 provided on each is jammed up against the outer end of the bosses 31.

-The pitch of ,the threads in thethreaded connection between nuts 33 and the rods 33 on the one hand and between said nuts and bosses 31- on the other hand is the same, so that after the nuts are started on to the ends of the rods and then screwed up against the end of the bosses 31 there is no movement between the rods and bosses in adirection lengthwise of the rods and as a consequence there is no stresses set up in the bolting flanges 3| of the sleevelike elements 23 tending to collapse said flanges inwardly. This is a very desirable feature, since strengthening ribs or the like need not be provided on the sleeve-like elements for opposing said collapse, and said elements may therefore be lighter in weight than would otherwise be practica- ,ble. Moreover, these double threaded nuts proforces from said rods to said elements, as will be later described.

Due to the telescopic connection between the bosses 31, nuts 38 and the ends of the rods 36 it will be noted that the over all length of the brake mechanism is kept at a minimum.

After one end of the rods 36 are connected by the nuts 38 to one of the sleeve-like elements 29, some diiiiculty may occasionally be encountered in having the threads on the opposite ends of the rods line up with those inthe adjacent bosses 31 so as to concurrently receive the interior and exterior threads on the other nuts 38. In such a case the bolting flange 3| on one of the sleeve-like elements 29 would have to be deflected slightly and thus placed undera certain degree of strain in order' to get these nuts started concurrently on the threads on the rods 36 and in the bosses 31. No difficulty will however be encountered in this respect it proper care is employed in the manufacture and assembling of the parts, but in large quantity production of these braking units this dimculty might occasionally be encountered. It is undesirable to place the bolting flanges 3| of the sleeve-like elements 28 under a strain tending as to cause inward collapse thereof due to reasons such as above described, and this may be avoided by providing either one or both of the nuts 38 on each of the torque rods 36 with a smooth exterior cylindrical surface adapted to have a snug tuming fit in a smooth cylindrical bore in the respective boss or bosses 31, as shown in Fig. 'l of the drawing. Where either one or both of the nuts 38 has a smooth exterior surface, such nuts will not of course secure the bolting flanges 3| against spring in the direction towards each other, but since said nuts are screwed on to the ends of the rods 36 until theshoulders |38 on the nut firmly contact the end of the respective bosses 31 said nuts and rods will support the bolting flanges 3| against movement away'from each other as is essential .during braking.

The simplest structure is of course one in which the exterior surface of nuts 38 employed on both ends of the rods 36 is smooth and cylindrical asshown in Fig. 7 of the drawings, but

there is an advantage in having one of the nutson each rod exteriorly threaded to the boss 31, as shown in Fig. 6, thisadvantage being that such nuts will tend to hold the respective rods and rotatable elements 1| and 12 carried thereby in such acondition with respect to the other parts of the brake mechanism as would prevent possible damage to the mechanism in case for instance the nuts having a smooth exterior, surface should work loose and fall from the rods.

' After ,the rotatable braking elements 1| and 12 carried by the several torque rods 36 are thus secured to the two sleeve-like "elements .29 through the medium of the nuts 38, the two parts of 'each of said braking elements are secured in aligned, substantially abutting relation by means of the clips 18 and bolts 18. It is here desired to point out that the clips 18 are provided to hold the parts of the rotatable brake elements against rattling when the brakes are released, and are also adapted to act to secure the lower halves of said rotatable brake elements against dropping on to the track rails 24 in case of breakage of the ears 14 securing the lower halves of said elements to the rods 36. The clips 18 are not an essential part of the mechanism in so far as braking operation is concerned, since regardless of the relative positions ofthe two halves of the rotatable brake elements, at the time ar application of brakes is effected, said halves will be moved into braking alignment with each other upon being squeezed between the non-rotatable brake elements at either side thereof, as will be later described.

After the rods 36 and rotatable elements 12 and 1| are-mounted on the sleeve-like elements 29 the semi-circular sections of the rotatable brake elements 63 are secured by bolts 64 to the end flanges 3| of said sleeve-like elements with the line of division between the two sections of each element preferably arranged at right angles to that between the two parts of the sleeve-like elements, as shown in Fig. 3 of the drawings.

The end plates I83 and. spacer plates I85 and I86 are next mounted on the cylindrical portions 82, 83 and 84, respectively, ofthe bars 42 and then the springs 8 are slipped over the opposite ends of said bars into engagement with the spacer plates I86. The halves of the rubber bushings 43 are next positioned in the two halves of the support members 48 and then the halves of said support members are positioned from above and below the tube 22 on the hearings on the sleeve-like elements 29 and then secured together and to said bearings by the bolts 45. The bars 42 having the end plates I83, spacer plates I85 and I86 and springs ||8 mounted thereon may if desired be positioned between the halves of the support members 48 beforesaid halves are secured together or if desired may be inserted first through one of the bushings 43 and then the other before the bolts 45 are drawn up tight. In either case, before the bolts 45 are fully -tightened for securing the two halves of each of the support members 48 together into, in eifect, a substantially rigid structure, both of the bars 42 are adjusted lengthwise of the bushings 43 so as to centralize the oppositely disposed shoulders on the bars between the support members 48.

The upper and lower sections of the non-rotatable braking elements 95 are then assembled from above and below the tube 22 to their working position adjacent the inner faces of the rotatable braking element 12 and-rigidly secured to the-end plates I83 by means of the bolts |84. The oppositely disposed upper and lower sections of the non-rotatable braking elements 96 are then applied in a similar manner between the rotata ble braking elements 12 and 1| and secured by bolts |84 to the spacer plates |85,'and finally the oppositely disposed upper and lower sections of the non-rotatable braking elements 91 are applied around the tube' 22 in a like manner between the rotatable braking elements 1| and 63 and secured by bolts |84 to the spacer plates I86.

After the non-rotatable braking elements are secured to the bars 42, the two oppositely disv posed halves of the brake cylinderdevice 81 are mounted on said bars from above and below the tube 22 and rigidly secured together and to said bars between the-shoulders 8| by means of the,

by engagement thereof with the opposite sides of the brake cylinder device 61. The release springs III are then hooked into the ears 6 projecting from the spacer plates I05 of the non-rotatable elements 96, for urging said elements into engagement with the shoulders 65 on the bars 42 which define their normal release position. The springs II8 as assembled with the bars 42 in the support members 40 are conditioned to act to urge the non-rotatable braking elements 91 into engagement with the shoulders 86 for defining the normal release position of said elements.

After the non-rotatable braking elements 95, 96 and 91 and the brake cylinder device 61 are thus secured to the bars 42, said bars may be shifted, in the direction of their length if necessary, upon loosening of the bolts 45, for centralizing the outside non-rotatable braking elements 91 with the end rotatable braking elements 63, following which, the bolts are tightened for rigidly securing these parts in their adjusted condition. If it is then necessary to centralize the rotatable braking elements 1| and I2 between the several non-rotatable braking elements 95, 96 and 91, the rods 36 may be turned in the nuts 38 for shifting said rotatable braking elements in either one direction or the other to the desired centralized position. After the rotatable braking elements are thus centralized the pins 39 are driven through the ends of the nuts 38 and the slots in the ends of the rods 36 for securing said rods against turning in the nuts out of the adjusted position.

Finally the end plates 56 are secured to the flanges 55 at the ends of the support member arms 4| at one side of the tube 22 for securely holding the ends of the two halvesof said arms against spreading. At the opposite side of tube 22 the ends of the channel shaped element 59 are then secured by bolts 56 to the adjacent ends of the two halves of the support member arms 4| for rigidly securing same against spreading. The element 6| may be secured by bolts 62 to the transom 28 when ever desired, it being noted however that if applied before the channel shaped element 59 is secured tothe arms 4| of -members 46, said channel shaped element must ported on said tube through the medium of the bars 42, support members 46 and sleeve-like elements 29 and secured against turning with the wheels 23 due to the connection with the truck frame through the medium of the torque element 6|, and when thus assembled is in condition for operation to effect deceleration or stopping of the truck wheels 23.

For controlling the operation of the improved brake mechanism, the port |3I in the brake cylinder device 81 is connected by a flexible tube or the like to an air brake control valve device (not Operation In operation, when it is desired to decelerate or stop rotation of the truck wheels 23, .or in other words effect an application of the brakes on the truck, fluid under pressure is supplied to port I3I in the brake cylinder device 81 and from thence flows into passage I33 completely around the brake cylinder device. From passage |33 fluid under pressure flows substantially simultaneously into the pressure chambers |3I between the brake cylinder pistons I22 in the several brake cylinders H9 and therein acts on the pistons I22 to move the pistons in each brake cylinder in a direction away from each other.

This outward movement of the brake cylinder pistons I22 acts through the piston rods I30 to slide the two non-rotatable braking elements 95 against the resistance of springs H5 in opposite directions on the cylindrical portion 82 of bars 42 into engagement with the adjacent faces of the rotatable braking element 12. As pressure is thus applied by the brake cylinder pistons through the non-rotatable elements 95 to the rotatable braking eleinents 12, said rotatable elements are slipped along the cylindrical portions 61 of torque rods 36 against the pressure of springs I6 into contact with the adjacent faces of the non-rotatable braking elements 96, which are then picked up and moved along the cylindrical portions 83 of bars 42 against the pressure of springs I I1, into contact with the adjacent faces of the rotatable braking elements II. Pressure applied by the non-rotatable braking elements with the adjacent faces of the non-rotatable braking elements 91 which are then moved on the cylindrical portions 84 of bars 42 against the pressure of the springs II8 into contact with the adjacent faces of the rotatable braking elements 63. The rotatable braking elements 63 beingsecured'to the bolting flanges 3| of the sleeve-like element 29 are fixed against movement relative to the tube 2| in an axial direction and thereby act as stops for preventing further outward movement of the braking elements.

After the braking elements at the opposite sides of the brake cylinder device are thus all moved into engagement with each other, the pressure of fluid in chambers |3| acting on the several pairs of brake cylinder pistons I22 forces the several rotatable and non-rotatable braking elements into frictional braking engagement with a pressure which varies'according to the pressure of fluid acting in pressure chamber I3I. As a result, the non-rotatable braking elements act to brake and thus slow down rotation of the rotatable braking elements and thereby of the wheels 23 of the truck, and the degree of this retardation may be governed as desired by the pressure of fluid supplied to 'the pressure chambers |3I.

When the several braking elements are forced into frictional braking engagement as above described it will be noted that the' rods 36 not only act to receive braking torque applied to the braking elements II and I2 and transmit same to the sleeve-like elements 29 for retarding rotation to the wheels 23, but said rods also act through the connections between the nuts 38 and the bolting flanges 3| of the sleeve-like elements 29 to hold the rotatable braking elements 63 against outward movement when subjected to braking pressure from the non-rotatable braking elements 91, so as to thereby avoid subjecting the several arms 30 of the sleeve-like elements 29.to strains which otherwise would tend to cause breakage thereof.

Itwill be also noted that the torque member ,Bl holds the non-rotatable braking elements 95,

96 and 91 against rotation in order to effect braking of the rotatable braking elements 12, H and 63. The degree of force required to thus support the non-rotatable elements against rotation during braking is only a small percentage of that applied by the several brake cylinder pistons to the braking elements and will thus not seriously affect or interfere with the usualjfree vertical movement of the truck frame ill with respect to the truck wheels 23, and any such effect is further minimized due to the fact that the torque connection between the ,non-rotatable braking elements and truck frame is preferably made to the transom 28 which is located close to the longitudinal center of the truck.

The frictional braking engagement between the several non-rotatable and rotatable friction braking elements of the brake mechanism creates a large amount of heat the greater part of which it is necessary to dissipate during braking in order to maintain the temperature of said braking elements sufliciently low to provide efficient braking of the truck wheels 23. In order to thus dissipate the heat generated in the braking elements during braking the slots are provided in the braking faces of the several rotatable braking elements 12, II and 63. These slots act upon rotation of the rotatable braking elements as a fan to create a forced circulation'of air from the interior of the mechanism across the braking faces of the several braking elements and from thence to the atmosphere which carries away a tremendous amount of the heat created and thus maintains the braking elements at a temperature which provides eflicient braking.- The slots 80 also act in braking to receive particles of metal torn from the braking elements or any other foreign matter and to discharge same to the atmosphere so as to thereby maintain a most intimate braking contact between the braking faces of the several braking elements.

The faces of the rotatable braking elements adjacent the brake cylinder device 81 are spaced from said brake cylinder device by the buttonlike rivets llll, so that with a vehicle in motion a stream of air is adapted to flow between said elements and the brake cylinder device for thereby dissipating heat from said elements and for also preventing the transfer of heat from said elements to the brake cylinder device 81. It will also be noted that since the oppositely disposed braking portions of the non-rotatable braking elements 96 and 91 are held in spaced relation by the button-like rivets H0, air is'adapted to flow between said portions of I said elements around said rivets while a vehicle is under motion and this air is adapted to dissipate heat from said elements.

.Disc brake mechanisms embodying piles of interleaved rotatable and non-rotatable braking elements such as above described have hereinbefore been proposed for the braking of vehicles such as employed on railroads but have not been satisfactory due partly to the lack of efficient means for dissipating the heat from the friction braking elements during braking. If this heat is not dissipated the braking elements will either, in effect, burn up or the coefhcient of friction between the braking surfaces will become reduced to a very low and ineffective degree. In the present mechanism however, these difllculties are avoided by the practical, efficient cooling arrangement above described.

- When it is desired to effect a release of the brakes on the truck after an application fluid under pressure is vented from the passage I31 and thereby from the several pressure chambers I3] between the sets of the brake cylinder pistons I22. As the pressure of fluid is thus relieved on the brake cylinder pistons I22 the pressure urging the non-rotatable and rotatable friction braking elements. into engagement is relieved and permits the several springs acting on said elements to return said elements to their release position defined by the shoulders on the rods 36 and on the bars 42, hereinbefore described. When the braking elements are in their release position they are all out of contact with each other so that the rotatable braking elements 63, II and 12 are'.

free to rotate with the truck wheels 23, as will be evident.

- Replacement of parts Due to the relatively large braking area provided by the use of the several braking elements of the improved brake mechanism and also due to the relativelylow braking pressures which it is therefore necessary to apply to said braking elements by the several relatively small brake cylinder pistons I22 for braking the truck, and further since the pressure applied by said pistons to the braking elements is substantially equally distributed over the braking areas thereof, the.

due to breakage or in case, for instance, the

rotatable friction braking elements should be made of harder material than the non-rotatable friction braking elements and it would be desired to effect replacement of certain of the nonrotatable braking elements before the time for complete overhaul of the mechanism.

Replacement of any of the non-rotatable braking elements may be made merely by removal of the required bolts I04 and then eitherwdropping or raising the section or sections of said elements to be replaced, and then applying a new section followed by the replacement by the bolts I04. The section or sections of the non-rotatable elements to be removed are of course disconnected from their respective release springs and said springs again connected up to the new portions applied.

Replacement of the outside rotatable braking elements 63 may be made merely by removal of the required bolts 64 and then of the part to be replaced and substitution therefor of a new part with replacement of said bolts, as will be evident.

In case however it is necessary or desirable to replace either a part or all of either of the rotatable braking elements II and 12 it is necessary to remove not only the brake cylinder device 31 from the rods 42 but also all of the non-rotatable braking elements 95, 96 and 91. After the parts are removed the nuts 38 are removed from the ends of the required rods 36 following which said rods and the rotatable braking elements carried thereby are removed .from the bolting with a friction shoe I49 made of any suitable scribed.

flanges 3| of the sleeve-like elements 20 in a manner just the reverse of application to said flanges, hereinbefore described. The worn or broken parts of the rotatablebraking elements are then removed from the torque rods 36 and replaced by new parts after which said rods are reassembled along with other parts of the mechanism in the same manner, as hereinbefore de- Auxiliary brake All railway vehicles must be provided with an auxiliary brake which is operable by hand for holding the vehicle stopped. 'According to the present invention an auxiliary hand operated brake of the drum type-is associated with the disc brake mechanism above described.

The auxiliary brake comprises a brake drum I 40 having an outer cylindrical braking surface I 4I and having an inwardly extending flange portion I42 encircling the tube 22 at the outer end of one of the sleeve-like bearing elements 20 and secured to the bolting flange 32 of said element by a plurality of spaced bolts I43. The brake drum I40 is preferably made in two complementary sections to facilitate assembly around the tube 22, said sections being rigidly secured togetherby bolts I44 provided through lugs projecting from the inside surface of the drum.

The end plate 56 adjacent the brake drum I40 is provided with two spaced outwardly projecting pins I46, disposed one above the other. Secured to the upper pin I46 is one end of a substantially semi-circular brake band I" extending over the top surface of the brake drum I40, while secured to the lower pin I46 is one end of a brake band I48 extending around the lower portion of the drum I40.

Each of the brake bands I" and I40 is lined material, and adapted to frictionally engage the surface I of the brake drum for effecting braking thereof and thereby of the connected truck wheels 23. The opposite ends of the two brake bands I41 and I48 are operatively connected to two spaced pins I50 which are secured to a cam I5l. The cam I5I is provided with alever I52 for rocking the cam and said lever is connected by a cable I53 or the. like to the usual hand brake wheel or lever (not shown) provided on railway vehicles.

Operation of auxiliary brake When it is desired to apply the auxiliary brake to hold the vehicle truck stopped, the hand wheel or lever (not shown) on the vehicle is operated to pull on the cable I53 for thereby rocking lever I52 and cam I5I in a counterclockwise direction. This movement of the cam I50 acts to contract the two brake bands I" and I40 around the drum I40 and force the brake shoes I49 on the inner faces of said bands into frictional braking engagement with the peripheral braking surface I of the drum, and due to this frictional gripping contact said drum and thereby the wheels 23 are adapted to be held against turning. When it is desired to release the auxiliary brakes, the usual hand wheel or' lever on the vehicle is released thereby releasing the tension in the cable I50 and permitting the lever I52 and cam I5I to rock in a clockwise direction for thereby relieving the pressure between the brake shoes I49 on the brake bands and the drum I40, so that the drum is free to rotate with the truck wheels.

From the above description it will be noted that the improved disc brake mechanism is relatively simple, compact and inexpensive to manufacture. The various parts are so designed as to facilitate application to and removable from a vehicle truck without disassembling of the truck and so as to also facilitate inspection, adjustment and repair. Further, the parts of the mechanism are so designed and arranged as to minimize vibration and wear of the parts, and to efliciently dissipate heat therefrom so as to provide eiiicient braking operation thereof over a long period of time.

While one illustrated embodiment of the invention has been described in detail it is not the intention to limit the scope to this embodiment or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In a brake mechanism for a wheel and axle assembly of a vehicle truck, annular rotatable friction braking elements and annular non-rotatable friction braking elements located between said wheels encircling said axle and adapted upon frictional interengagement to brake said wheels, a rigid member encircling said axle and spaced therefrom and secured at opposite ends to said wheels and carrying said rotatable braking elements for rotation with said wheels, 9. non-rotatable structure journaled on said member and supporting said non-rotatable braking elements, and means carried by said .structure for actuating said brake elements.

2. In a brake mechanism for a wheel and axle assembly of a vehicle truck, annular rotatable friction braking elements and annular non-rotatable friction braking elements located between said wheels encircling said axle and adapted upon frictional in'terengagement'to brake said wheels, a rigid member encircling said axle and spaced therefrom and secured at opposite ends to said wheels, a pair of sleeve-like elements secured to said rigid member in oppositely disposed spaced relation carrying said rotatable braking elements, a structure journaled on said sleeves supporting said non-rotatable brakingelements, and means carried by said structure for actuating said braking elements.

3. In a brake mechanism for a wheel and axle assembly of a vehicle truck, annular rotatable friction braking elements and annular non-rotatable friction braking elements located between said wheels encircling said axle and adapted upon frictional interengagementto brake said wheels, a rigid member encircling said axle and spaced therefrom and secured at opposite ends to said wheels, a pair of sleeve-like elements secured to said rigid member in oppositely dis-- posed spaced relation carrying said rotatable braking elements, a structure journaled on said sleeves supporting said non-rotatable braking elements, and means carried by said structure for actuating said braking elements, said annular braking elements, sleeves, and structure being made in complementary sections fitted around said rigid member in oppositely disposed relation and secured thereto in working relation and being removable therefrom upon movement away lar non-rotatable friction braking elements 75 adapted upon frictional interengagement to brake said wheels, a rigid structure extending between and connected to said wheels, a pair of sleevelike elements encircling and secured in spaced relation to said structure and carrying said rotatable braking elements, a support member journaled at all times on each of said sleeve-like elements, said support members carrying said non-rotatable braking elements, and a member rigidly connected to both of said support members and having a single torque connection with said truck for holding said support members and non-rbtatable braking elements 'against rotation with said rotatable braking elements.

5. In a brake mechanism for a pair of laterally spaced wheels of a vehicle truck, annular rotatable friction braking elements and annular non-rotatable friction braking elements adapted upon frictional interengagement to brake said wheels, a rigid structure extending between and connected to said wheels and carrying said rotatable braking elements for rotation with said wheels, a pair of sleeve-like elements encircling and secured in spaced relation to said structure, a support member journaled at all times on each of said sleeve-like elements, said support members carrying said non-rotatable braking elements, and a rigid member secured at opposite ends to said two support members and having midway between its ends a torque connection with said truck for holding said support members and non-rotatable braking elements against rotation with said rotatable braking elements.

6. In a brake mechanism for a wheel and axle assembly of a vehicle truck, annular rotatable friction braking elements and annular non-rotatable friction braking elements adapted upon frictional interengagement to brake said assembly, means securing said rotatable braking elements to said assembly for rotation therewith, a pair of support members spaced longitudinally of and having journal connections at all times with said assembly for supporting said non-rotatable braking elements in braking relation with said rotatable braking elements, and a member connected to each of said support members and having intermediate its ends a single connection with a portion of said truck for holding said support members and non-rotatable braking elements against rotation with said rotatable braking elements.

7. In a brake mechanism for a pair of laterally spaced wheels of a vehicle truck, annular rotatable friction braking elements and annular non-rotatable friction braking elements operative upon frictional interengagement to 'brake said wheels, a rigid structure encircled by said braking elements and secured to said wheels and supporting said rotatable brakingfelements for rotation with said wheels, a pair of spaced support members journaledon said rigid structure,

spaced bars carried by said support members supportingsaid non-rotatable braking elements,

and resilient means providing supporting conrotation with said'wheels, a pair of spaced support members journaled on said rigid structure, spaced bars carried by said support members supporting saidnon-rotatable braking elements, and a resilient bushing clamped in each connection between said bars and support members and bearing against two spaced portions of the bar.

9. In a brake mechanism for a pair of laterally spaced wheels'of a vehicle truck, annular rotatable friction braking elements and annular non-rotatable friction braking elements operative upon frictional interengagement to brake said wheels, a rigid structure encircled by said braking elements and secured to said wheels and supporting said rotatable braking elements for rotation with said wheels, a pair of spaced support members journaled on said rigid structure, spaced bars carried by said support members supporting said non-rotatable braking elements, and a resilient bushing clamped in each connection between said bars and support members, each of said bushings having an annular groove between the end portions thereof for providing resilient connections with said bars only at the end portions of the bushings.

10. In a brake mechanism for a pair of laterally spaced wheels of a vehicle truck and comprising annular, rotatable friction braking elements and annular, non-rotatable friction braking elements operative upon frictional interengagement to brake said wheels, a rigid element extending between and connected to said wheels and supporting said rotatable braking elements for rotation with said wheels, and a structure carried by said rigid element for supporting said non-rotatable braking elements, said structure comprising a support member having a central bearing portion journaled on said rigid element and having oppositely disposed arms, I shaped in cross-section, radiating from said journal porextending between and connected to said wheels and supporting said rotatable braking elements for rotation with said wheels, and a structure carried by said rigid element for supp rting said non-rotatable braking elements, said structure comprising a support member having a central bearing portion joumaled on said rigid element and having oppositely disposed arms,'members carried by said arms at the ends thereof supporting said non-rotatable braking elements, said arms between the ends thereof and said bearing comprising a support member having a central from said bearing portion and supporting at their ends said non-rotatable braking elements, said support member comprising two complementary parts having T shaped arm sections secured together along a line bisecting said bearing portion and said arms to form arms I shaped in cross-section.

13. In a brake mechanism for a pair of laterally spaced wheels of a vehicle truck and comprising annular, rotatable friction braking elements and annular, non-rotatable friction braking elements operative upon frictional interengagement to brake said wheels, a rigid element extending between and connected to said wheels and supporting said rotatable braking elements for rotation with said wheels, a pair of oppositely disposed bars, one ateither side of said rigid element for carrying said non-rotatable braking elements, a pair of spaced support members journaled on said rigid element and car-. rying said bars, each of said support members comprising a central bearing portion journaled on said rigid element, a pair'of oppositely disposed arms, I shaped in cross-section, radiating from said bearing portion and having end portions for supporting the ends of said bars, each of said support members comprising two oppositely disposed complementary sections secured together along a line bisecting the central bearing portion and arms thereof and each section of said arms between the end portion thereof and the central bearing portion being T shaped in cross-section comprising an outer flange, and a longitudinally extending web at the line of division connected to said flange for supporting same.

14. A brake mechanism for a pair of laterally spaced wheels of a vehicle truck comprising a plurality of interleaved annular rotatable and nonrotatable friction braking elements movable from normal positions disengaged from each other to braking positions in frictional engagement witheach other for braking said wheels, a plurality of like bars spaced from and extending parallel to the axis of said braking elements for supporting said non-rotatable braking elements and having portions of different cross-sectional areas stepped down in the direction of the ends of said bars, each of said non-rotatable braking elements being slidably mounted on a pair of like portions of said bars and being movable into engagement with shoulders formed at the junctions of said like portions and the adjacent portions of greater crosssectional area for defining said normal position of the braking element, meansfor moving said non rotatable braking elements to said normal positions, and means for moving said non-rotatable braking elements on said bars to said braking positions. 7

15. In a brake mechanism for a pair of laterally spaced wheels of a vehicle truck, a pair of bars disposed opposite each other at the opposite sides of and parallel to the axis of said wheels, a structure carrying said bars supported from said wheels and connected to said truck for holding said bars against rotation with said wheels, an annular brake cylinder device comprising two oppositely disposed complementary sections rigidly secured together in abutting relation and to said bars with said bars clamped in recesses formed in the abutting portions of said brake cylinder device, means associated with said bars for defining the position of said brake cylinder device thereon and for securing said brake cylinder device against movement long tudinally of said bars, an

annular rotatable friction braking element secured to rotate with said wheels, an annular nonrotatable friction braking element slidably supported on said bars in concentric relation with said rotatable braking element and adapted to be moved on said bars by saidbrake cylinder device into frictional braking engagement with said rotatable braking element, and means operative to move said non-rotatable braking element out of frictional engagement with said rotatable braking element.

16. A brake\mechanism for a pair of laterally disposed wheels of a vehicle truck comprising an annular brake cylinder device, a plurality of interleaved annular rotatable and nonrotatable friction braking elements disposed at either side of said brake cylinder device in concentric relation therewith and'movable thereby to braking positions in frictional braking engagement to brake said wheels, means for moving said braking elements from said braking positions to normal positions disengaged from each other, a pair of like bars disposed opposite each other at opposite sides of the axis of said brake cylinder device and braking elements and each ofsaid bars having an annular recess and at each side of said recess a plurality of cylindrical portions of different crosssectional areas stepped down in diameter in the direction of the ends of said bars, said brake cylinder device comprising two complementary sections secured together at opposite ends to said bars within the recess in both of said bars, and each of said non-rotatable braking elements having a sliding fit at its opposite ends on a 'pair of like cylinder portions on said bars, and being movable thereon from said braking position into engagement witha shoulder formed on said bars at the junctions with the cylindrical portions of 'larger diameter for defining the normal position thereof.

17. A brake mechanism for a pair of laterally spaced wheels of a vehicle truck comprising a plurality of interleaved annular rotatable and nonrotatable friction braking elements movable from normal positions disengaged from each other to braking positions in frictional engagement with each other for braking said wheels, a pair of like bars disposed opposite each other at opposite sides of the axis of said braking elements and having a plurality of portions of difierent cross-sectional areas stepped down in size in the direction of one end of said bars, a plate slidably mounted on each of said plurality of portions of different cross-sectional areas on said bars, each of said non-rotatable braking elements being made in two like complementary sections secured at opposite ends in oppositely disposed abutting relation to an oppositely disposed pair of said plates, and being slidable with said plates to said normal and braking positions, shoulders being formed on said rods at the junctions of the portions of smaller crosssectional area with the portions of larger crosssectional area for limiting movement of said non rotatable braking elements in the direction of releasing the brakes and for defining the release position of said non-rotatable braking elements.

18. In a brake mechanism for a pair of laterally disposed wheels of a vehicle truck, annular rotatable and non-rotatable friction braking elements adapted upon frictional engagement to brake said wheels, and means supporting said rotatable 

